EP3138699B1 - Diagonalreifen und verfahren zur herstellung davon - Google Patents

Diagonalreifen und verfahren zur herstellung davon Download PDF

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Publication number
EP3138699B1
EP3138699B1 EP15786756.5A EP15786756A EP3138699B1 EP 3138699 B1 EP3138699 B1 EP 3138699B1 EP 15786756 A EP15786756 A EP 15786756A EP 3138699 B1 EP3138699 B1 EP 3138699B1
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EP
European Patent Office
Prior art keywords
tire
reinforcement layer
radial direction
cords
innermost ply
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Active
Application number
EP15786756.5A
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English (en)
French (fr)
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EP3138699A4 (de
EP3138699A1 (de
Inventor
Keisuke Tominaga
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Bridgestone Corp
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Bridgestone Corp
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Publication of EP3138699A4 publication Critical patent/EP3138699A4/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C9/06—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship the cords extend diagonally from bead to bead and run in opposite directions in each successive carcass ply, i.e. bias angle ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B29—WORKING OF PLASTICS; WORKING OF SUBSTANCES IN A PLASTIC STATE IN GENERAL
    • B29D—PRODUCING PARTICULAR ARTICLES FROM PLASTICS OR FROM SUBSTANCES IN A PLASTIC STATE
    • B29D30/00—Producing pneumatic or solid tyres or parts thereof
    • B29D30/06—Pneumatic tyres or parts thereof (e.g. produced by casting, moulding, compression moulding, injection moulding, centrifugal casting)
    • B29D30/08—Building tyres
    • B29D30/20—Building tyres by the flat-tyre method, i.e. building on cylindrical drums
    • B29D30/30—Applying the layers; Guiding or stretching the layers during application
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C2009/0215—Partial carcass reinforcing plies, i.e. the plies neither crossing the equatorial plane nor folded around the bead core
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/02—Carcasses
    • B60C9/04—Carcasses the reinforcing cords of each carcass ply arranged in a substantially parallel relationship
    • B60C2009/0408—Carcass joints or splices

Definitions

  • This disclosure relates to a bias tire, and a method for manufacturing the same, that includes, as a frame, a carcass made up of at least one ply extending between a pair of bead portions, a cord of the ply being inclined in a range of less than 90° relative to the tire equator, and includes a pair of sidewall portions on the outer side, in the tire radial direction, of the bead portions and a tread extending between the sidewall portions.
  • a bias tire has no inner liner adhered to the innermost ply of the carcass, unlike a radial tire that has plies with radially extending cords. Accordingly, at the inner surface of a bias tire, the innermost ply of the carcass is exposed.
  • a partial crack sometimes occurs at the joint where one end, in the tire circumferential direction, of the innermost ply exposed at the inner surface of the tire overlaps the other end. It would therefore be helpful to provide a bias tire that avoids the occurrence of a joint crack in the innermost ply of the carcass and a method for manufacturing a bias tire such that a bias tire that avoids the occurrence of a joint crack in the innermost ply of the carcass can easily be obtained. Attention is drawn to the disclosures of US 5,062,462 and US 1,350,995 , which show bias tires according to the preamble of claim 1.
  • a mold release agent refers to an agent that, in the tire manufacturing process, is applied to the inner surface of an unvulcanized tire (also referred to below as a "green tire"), i.e. to the innermost ply of the carcass before vulcanization, to provide the green tire with good releasability from the vulcanization bladder after vulcanization.
  • a bias tire that avoids the occurrence of a joint crack in the innermost ply of the carcass and a method for manufacturing a bias tire such that a bias tire that avoids the occurrence of a joint crack in the innermost ply of the carcass can easily be obtained.
  • FIG. 1 illustrates a cross-section, in the tire width direction, of the tire according to one of the disclosed embodiments.
  • This tire is a bias tire comprising, as a frame, a carcass (bias carcass) 2 made up of at least one ply extending between a pair of bead portions 11, cords of the ply being inclined in a range of less than 90° relative to the tire equator CL; a pair of sidewall portions 12 on a tire radial outer side of the bead portions 11; and a tread 13 extending between the sidewall portions 12.
  • the carcass 2 of this embodiment is made up of two layers: a tire radial direction outer ply 2A positioned outermost in the tire radial direction, and a tire radial direction inner ply 2B positioned innermost in the tire radial direction (also referred to below as the "innermost ply 2B").
  • the innermost ply 2B is exposed at the inside of the tire.
  • FIG. 2 is a partial developed view of the innermost ply 2B at the inner surface of the tire.
  • the carcass 2 is a bias carcass
  • a cord Cb of the innermost ply 2B extends at an angle relative to the tire equator CL, for example in a range of 25° or greater to 40° or less (30° in the illustrated example).
  • an end 2Bi on the inner side in the tire radial direction is overlaid on an end 2Bo on the outer side in the tire radial direction, and a joint J is formed continuously in a direction inclined relative to the tire circumferential direction.
  • a reinforcement layer 5 having a plurality of cords is disposed so as to cover a portion of a tire radial direction inner edge BEi of the innermost ply 2B.
  • a reinforcement layer 5 formed by a plurality of cords 5Cb is disposed so as to cover at least a portion of a tire circumferential edge BEi on the inner side of the innermost ply 2B in the tire radial direction in a tire half portion HFa on a side where, as the cord Cb of the end 2Bi on the inner side of the innermost ply 2B in the tire radial direction approaches the edge BEi along the tire circumferential direction (the Y-direction in the drawing), the cord Cb is inclined so as to separate from the tire equator CL.
  • a bias tire generally does not have an inner liner adhered adjacent to the inner side, in the tire radial direction, of the innermost layer 2B of the carcass. Accordingly, in the tire manufacturing process, a mold release agent applied to the inner surface of a green tire before vulcanization is applied directly onto the innermost ply 2B of the carcass to provide the green tire with good releasability between the tire inner surface and the vulcanization bladder after vulcanization.
  • the inclination angle of the cord Cb relative to the tire equator CL changes around the time of diameter expansion during the process of manufacturing the tire.
  • the cord Cb of the innermost ply 2B changes in angle in the direction of the arrow R in FIG. 2 , i.e.
  • the innermost ply 2B follows this movement of the cord Cb and moves from the position before diameter expansion in the directions indicated by arrows D 1 and D 2 in FIG. 2 .
  • a tire half portion HFa is on a side where, as the cord Cb of an end 2Bi on the inner side, in the tire radial direction, of the innermost ply 2B approaches the tire circumferential edge BEi on the inner side, in the tire radial direction, of the innermost ply 2B along the tire circumferential direction, the cord Cb is inclined so as to separate from the tire equator CL.
  • the end 2Bi on the inner side, in the tire radial direction, of the innermost ply 2B moves in the direction D 1 away from the edge BEo on the outer side so as to encroach onto the end 2Bo on the outer side.
  • the end 2Bi on the inner side moves in the direction D 2 to approach the edge BEo on the outer side so as to pull the end 2Bo on the outer side.
  • a mold release agent is applied to the inner surface of the green tire, i.e. the surface of the innermost ply of the carcass, to provide good releasability between the tire inner surface and the vulcanization bladder after vulcanization. Accordingly, when the green tire expands in diameter in this state, in the tire half portion HFa where the end 2Bi on the inner side, in the tire radial direction, of the innermost ply moves in the direction away from the edge BEo on the outer side (in FIG. 2 , the direction of the arrow D 1 ), the end 2Bi on the inner side moves while trapping the mold release agent applied onto the end 2Bo on the outer side. The green tire is then vulcanized.
  • FIG. 3 is a cross-sectional view of the joint 3J (on the tire half portion HFa side) of the innermost ply in the bias tire of a Comparative Example when cutting along a plane orthogonal to the joint 3J. While the surface of the innermost ply is coated with mold release agent f, as illustrated in FIG. 3A , the inclination angle of the cord 3Cb of the innermost ply relative to the tire equator CL changes upon the green tire expanding in diameter due to the bladder BL, as illustrated in FIG. 3B .
  • the end 2Bi on the inner side, in the tire radial direction, of the innermost ply moves in the direction of the arrow D 1 away from the edge BEo on the outer side and onto the end 32Bo on the outer side while trapping the mold release agent f applied thereon.
  • the mold release agent f remains between one end 32Bo and the other end 32Bi of the innermost ply, giving rise to a joint crack in the product tire.
  • the reinforcement layer 5 formed by a plurality of cords 5Cb (omitted from FIGS. 4A to 4C ) is disposed so as to cover at least a portion of the tire circumferential edge BEi on the inner side, in the tire radial direction, of the innermost ply 2B in the tire half portion HFa on a side where, as the cord Cb of the end 2Bi on the inner side, in the tire radial direction, of the innermost ply 2B of the carcass approaches the edge BEi along the tire circumferential direction, the cord Cb is inclined so as to separate from the tire equator CL.
  • the mold release agent does not directly coat the surface of the end 2Bo on the outer side in the tire radial direction, which is covered by the end 2Bi on the inner side in the tire radial direction, when the green tire expands in diameter.
  • the mold release agent f is not trapped even if the end 32Bi on the inner side, in the tire radial direction, of the innermost ply moves onto the end 2Bo on the outer side due to a change in angle of the cord Cb.
  • FIG. 4B when the green tire expands in diameter due to the bladder BL, the mold release agent f is not trapped even if the end 32Bi on the inner side, in the tire radial direction, of the innermost ply moves onto the end 2Bo on the outer side due to a change in angle of the cord Cb.
  • the mold release agent f does not remain between the end 2Bo on the outer side and the end 2Bi on the inner side of the innermost ply in the green tire, and hence does not remain in the product tire, thereby avoiding the occurrence of a joint crack.
  • the reinforcement layer 5 is preferably disposed across at least 70% of a shoulder inner surface area X that, in a cross-sectional view in a tire width direction, is sandwiched between a tire inner surface position Xsh separated from a bead baseline BL outward in the tire radial direction by 20% of a cross-sectional height TH of the tire and a tire inner surface position Xme corresponding to a tire width direction center between a tread ground contact edge TE and the tire equator CL.
  • the reinforcement layer 5 is more preferably disposed across 80% or more of the shoulder inner surface area X.
  • the thickness of the reinforcement layer 5 is preferably 0.1 mm or greater to 5.0 mm or less. By setting the thickness within this range, an excessive increase in tire weight and an adverse effect on uniformity can be suppressed, while more reliably avoiding trapping of the mold release agent and hence the occurrence of a joint crack.
  • the thickness is more preferably 1.0 mm or less.
  • the width 5w of the reinforcement layer 5 is preferably set to be 5 mm or greater to 80 mm or less in order similarly to suppress an excessive increase in tire weight and an adverse effect on uniformity, while more reliably avoiding trapping of the mold release agent and hence the occurrence of a joint crack.
  • the width 5w is more preferably 10 mm or greater to 60 mm or less.
  • the cords 5Cb of the reinforcement layer 5 intersecting as illustrated in FIG. 2 may be disposed in parallel, for example as illustrated in FIG. 5 .
  • the extending direction of the cords 5Cb preferably differs from the extending direction of the tire circumferential edge BEi on the inner side, in the tire radial direction, of the innermost ply 2B.
  • At least one of the extending directions of the cords 5Cb is more preferably different from the extending direction of both the edge BEi of the innermost ply 2B and the cord Cb of the innermost ply 2B.
  • At least one surface of the reinforcement layer 5, in particular the surface on the innermost ply 2B side that is attached to the innermost ply 2B, is preferably covered in rubber or formed from rubber-coated cords.
  • Cords made from nylon, PET, or the like may be used as the cords Cb of the carcass plies.
  • Cords made from nylon, PET, or the like may also be used as the cords 5Cb of the reinforcement layer 5.
  • My bias tire can, for example, be suitably used in a tire for a cart or the like.
  • a carcass protective layer is disposed on the outer side, in the tire radial direction, of the two-layer carcass, but the belt structure of a bias tire according to this disclosure is not limited to this example.
  • My manufacturing method includes, in this order: winding a carcass 2 around a drum; disposing a reinforcement layer 5, formed by a plurality of cords 5Cb, so as to cover at least a portion of a tire circumferential edge BEi on an inner side, in the tire radial direction, of an innermost ply 2B of the carcass in a tire half portion HFa on a side where, as a cord Cb of a tire circumferential end 2Bi on the inner side, in the tire radial direction, of the innermost ply 2B approaches the tire circumferential edge BEi on the inner side, in the tire radial direction, of the innermost ply 2B along the tire circumferential direction, the cord Cb is inclined so as to separate from the tire equator CL; coating a surface, on a tire inner surface side, of the innermost ply 2B and the reinforcement layer 5 with a mold release agent f; and vulcanizing a green tire after diameter expansion in a vulcanizer.
  • My method for manufacturing a bias tire can also greatly reduce the cost of materials and the processing costs as compared, for example, to a known manufacturing method that includes, in this order: winding a carcass around a drum; attaching masking tape to at least a portion on the edge, on the inner side in the tire radial direction, of the innermost ply in the tire half portion HFa; coating the surface of the innermost ply and the masking tape with the mold release agent f; vulcanizing a green tire after diameter expansion in a vulcanizer; peeling off the masking tape from the tire after vulcanization; and applying, by hand, precured rubber to the portion where the masking tape was peeled off.
  • Example 1 of this disclosure; however, this disclosure is in no way limited to this Example.
  • Example Tires and a Comparative Example Tire were produced with the specifications listed in Table 1.
  • Each sample tire was a bias tire that includes, as a frame, a carcass made up of two plies extending between a pair of bead portions, a cord of the ply being inclined in a range of less than 90° relative to the tire equator, and includes a pair of sidewall portions on the outer side, in the tire radial direction, of the bead portions and a tread extending between the sidewall portions.
  • Table 1 the existence of a joint crack was determined for a variety of placement locations and sizes of the reinforcement layer in the sample tires.
  • Comparative Example 1 in Table 1 is a bias tire without a reinforcement layer.
  • Example 1 Material Cord diameter Number of cords implanted (cords/50 mm) Weave type Rubber coating Proportion of area X occupied (%) Width (mm) Thickness (mm) Joint crack present Comparative Example 1 - - - - - 0 - - yes Example 1 nylon 490 48 plain weave both sides 70 55 0.71 no Example 2 nylon 490 39 plain weave both sides 70 55 0.71 no Example 3 nylon 490 39 plain weave both sides 80 55 0.71 no Example 4 nylon 470 39 plain weave both sides 80 55 0.71 no Example 5 nylon 470 39 plain weave both sides 100 55 0.71 no Example 6 nylon 470 39 plain weave one side 80 4 0.46 no Example 7 nylon 470 39 plain weave one side 80 5 0.46 no Example 8 nylon 470 39 plain weave one side 80 20 0.46 no Example 9 nylon 470 39 plain weave one side 80 40 0.46 no Example 10 nylon 470 39 plain weave one side 80 55 0.46 no Example 11 nylon 470 39 plain weave one side 80 20 1.00 no Example 12 nylon 470 39 plain weave one side 80 20 5.00 no Example

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tyre Moulding (AREA)
  • Tires In General (AREA)
  • Moulds For Moulding Plastics Or The Like (AREA)

Claims (12)

  1. Diagonalreifen, umfassend:
    eine Karkasse (2), als Rahmen, bestehend aus mindestens einer Kordlage (2A, 2B), einschließend eine Mehrzahl von Kords (Cb), die sich zwischen einem Paar Wulstabschnitten (11) erstreckt;
    ein Paar Seitenwandabschnitte (12) an einer Außenseite, in einer Reifenradialrichtung, der Wulstabschnitte; und
    eine Lauffläche (13), die sich zwischen den Seitenwandabschnitten erstreckt; dadurch gekennzeichnet, dass:
    eine von einer Mehrzahl von Kords (5Cb) gebildete Verstärkungslage (5) so angeordnet ist, dass sie mindestens einen Abschnitt eines Reifen-Umfangsrands (BEi) an einer Innenseite, in der Reifenradialrichtung, einer innersten Kordlage (2B) der Karkasse, nur in diesem Reifenhalbabschnitt (HFa) bedeckt, an einer Seite, an der ein Kord (Cb) eines Reifen-Umfangsendabschnitts (2Bi) an der Innenseite, in der Reifenradialrichtung, der innersten Kordlage (2B) geneigt ist, so dass er von dem Reifenäquator (CL) divergiert, während sich die innerste Kordlage (2B) in der Reifen-Umfangsrichtung (Y) zu dem Reifen-Umfangsrand (BEi) hin erstreckt.
  2. Diagonalreifen nach Anspruch 1, wobei die Verstärkungslage über mindestens 70% eines Schulter-Innenflächenbereichs (X) angeordnet ist, der in einer Querschnittsansicht in einer Reifenbreitenrichtung, zwischen einer Reifeninnenoberflächenposition (Xsh), die von einer Wulstbasislinie (BL) außerhalb in der Reifenradialrichtung durch 20% einer Reifenquerschnittshöhe (TH) getrennt ist, und einer Reifeninnenflächenposition (Xme), die einer Reifenbreitenrichtungsmitte zwischen einem Laufflächen-Bodenkontaktrand (TE) und einem Reifenäquator entspricht, gesandwiched ist.
  3. Diagonalreifen nach Anspruch 1 oder 2, wobei eine Dicke der Verstärkungslage 0,1 mm oder mehr bis 5,0 mm oder weniger beträgt.
  4. Diagonalreifen nach einem der Ansprüche 1 bis 3, wobei eine Breite der Verstärkungslage 5 mm oder mehr bis 80 mm oder weniger beträgt.
  5. Diagonalreifen nach einem der Ansprüche 1 bis 4, wobei die Verstärkungslage sich überkreuzende Kords umfasst.
  6. Diagonalreifen nach einem der Ansprüche 1 bis 4, wobei die Verstärkungslage parallele Kords umfasst, und sich eine Erstreckungsrichtung der Kords von einer Erstreckungsrichtung des Reifen-Umfangsrands an der Innenseite, in der Reifenradialrichtung, der innersten Kordlage, unterscheidet.
  7. Verfahren zum Herstellen eines Diagonalreifens, wobei der Diagonalreifen Folgendes umfasst:
    eine Karkasse (2), als Rahmen, bestehend aus mindestens einer Kordlage (2A, 2B), einschließend eine Mehrzahl von Kords (Cb), die sich zwischen einem Paar Wulstabschnitten (11) erstreckt;
    ein Paar Seitenwandabschnitte (12) an einer Außenseite, in einer Reifenradialrichtung, der Wulstabschnitte; und
    eine Lauffläche (13), die sich zwischen den Seitenwandabschnitten erstreckt;
    wobei das Verfahren Folgendes umfasst, der Reihe nach:
    Winden der Karkasse um eine Trommel herum:
    gekennzeichnet, durch:
    Anordnen einer von einer Mehrzahl von Kords (5CB) gebildeten Verstärkungslage (5) so dass sie mindestens einen Abschnitt eines Reifen-Umfangsrands (BEi) an einer Innenseite, in der Reifenradialrichtung, einer innersten Kordlage (2B) der Karkasse, nur in diesem Reifenhalbabschnitt (HFa) bedeckt, an einer Seite, an der ein Kord (Cb) eines Reifen-Umfangsendabschnitts (2Bi) an der Innenseite, in der Reifenradialrichtung, der innersten Kordlage (2B) geneigt ist, so dass er von dem Reifenäquator (CL) divergiert, während sich die innerste Kordlage (2B) in der Reifen-Umfangsrichtung (Y) zu dem Reifen-Umfangsrand (BEi) hin erstreckt;
    Beschichten einer Fläche, an einer Reifeninnenflächenseite, der innersten Kordlage und der Verstärkungslage mit einem Formtrennmittel (f); und
    Vulkanisieren des grünen Reifens nach einer Durchmesserausdehnung in einer Vulkanisiervorrichtung.
  8. Verfahren nach Anspruch 7, wobei die Verstärkungslage über mindestens 70% eines Schulter-Innenflächenbereichs (X) angeordnet ist, der in einer Querschnittsansicht in einer Reifenbreitenrichtung, zwischen einer Reifeninnenflächenposition (Xsh), die von einer Wulstbasislinie (BL) außerhalb in der Reifenradialrichtung durch 20% einer Reifenquerschnittshöhe (TH) getrennt ist, und einer Reifeninnenflächenposition (Xme), die einer Reifenbreitenrichtungsmitte zwischen einem Laufflächen-Bodenkontaktrand (TE) und dem Reifenäquator entspricht, gesandwiched ist.
  9. Verfahren nach Anspruch 7 oder 8, wobei eine Dicke der Verstärkungslage auf 0,1 mm oder mehr bis 5,0 mm oder weniger eingestellt ist.
  10. Verfahren nach einem der Ansprüche 7 bis 9, wobei eine Breite der Verstärkungslage auf 5 mm oder mehr bis 80 mm oder weniger eingestellt ist.
  11. Verfahren nach einem der Ansprüche 7 bis 10, wobei die Verstärkungslage sich überkreuzende Kords umfasst.
  12. Verfahren nach einem der Ansprüche 7 bis 10, wobei die Verstärkungslage parallele Kords umfasst, und sich eine Erstreckungsrichtung der Kords von einer Erstreckungsrichtung des Reifen-Umfangsrands an der Innenseite, in der Reifenradialrichtung, der innersten Kordlage, unterscheidet.
EP15786756.5A 2014-04-28 2015-04-22 Diagonalreifen und verfahren zur herstellung davon Active EP3138699B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014092866A JP6285274B2 (ja) 2014-04-28 2014-04-28 バイアスタイヤ及びその製造方法
PCT/JP2015/002194 WO2015166649A1 (ja) 2014-04-28 2015-04-22 バイアスタイヤ及びその製造方法

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EP3138699A1 EP3138699A1 (de) 2017-03-08
EP3138699A4 EP3138699A4 (de) 2017-04-19
EP3138699B1 true EP3138699B1 (de) 2019-04-10

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US (1) US10507695B2 (de)
EP (1) EP3138699B1 (de)
JP (1) JP6285274B2 (de)
CN (1) CN106232379B (de)
WO (1) WO2015166649A1 (de)

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JP6285274B2 (ja) 2018-02-28
US20170036484A1 (en) 2017-02-09
JP2015209157A (ja) 2015-11-24
WO2015166649A1 (ja) 2015-11-05
CN106232379B (zh) 2018-06-26
CN106232379A (zh) 2016-12-14
EP3138699A4 (de) 2017-04-19
EP3138699A1 (de) 2017-03-08
US10507695B2 (en) 2019-12-17

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